Signaling system for railways and the like.



No. 799,752. PATENTED SEPT. 19, 1905.

` C. D. MoPHEE. n

SIGNALING SYSTEM FOR RAILWAYS AND THE LIKE.

APPLICATION FILED MAY 5, 1905.

' 2 SHEETS-SHEET 1 PATENTED SEPT. 19, 1905.

C. D. MOPHEE. SIGNALING SYSTEM FOR RAILWAYS AND THE LIKE.

APPLICATION FILED MAY. 1905.

2 SHEETS-SHEET 2.

INVENTOR.

WITNESSES.

UNITED STATESy PATENT OFFICE. CLAUD DANIEL MCPHEE,- OF ARNPRIOR, CANADA.. SIGNALING SYSTEM Fon-RA'ILWAYS AND THE LIKE.

Speccat'onofiLetters Patent.

Patented sept. 1e, 1905.

.Application filedV May 5, 1905'. Serial No. 258.961.

To a/ZZ- wwm, bmw/"concern:

Be it known that I, CLAUD DANIEL MCPHEE,

f electrician, of the town of Arnprior, in the countyof Renfrew,'Province ofOutario, Canada, have invented certain new and useful 1mprovemen ts in Signaling Systems for Railways and the Like, of which the following-is a specification.

My invention relates to improvements Vliu signaling systemsforrailways and the like; and the objects of my invention are to provide an electric block-signaling system where- `by-a -train will be automatically stopped if there is another train in the next adjacent sec- J tion, further objectsbeing to provide means i `to stop the train if the battery operating the t electric signaling system fails to operate and to render the construction ofthe system as simple and efficient as possible; and it consists, essentially, of a plurality of electrically-insu;

lated track-sections, an open electric circuit `inzeach section designed to be closed by the wheelsand axles of the train in that section, means whereby the closure of the said circuit in' twosucceeding sections closes a third electric circuit,and `means whereby the-closure of the third electric circuit stops the train at the endof the section, thevarious parts of the device being constructed and arranged in detail, as hereinafter m-ore particularly described. f

AFigure 1 shows a diagrammatic View of my system as ordinarily applied infthe blocks of track between stations. Fig. 2 shows a diagrammatic View of the arrangements used at the station'where a switch is used. Fig. 3 is an enlarged diagrammatic View of the armature and magnet connectionsshown in Figs. l and 2. Fig. 4 shows an enlarged perspective detail of the armature 41 in Fig. 2. Fig.

5 is an elevation of a spring-actuated motor situated in the'moving train,` the-.purpose of Which is hereinafter to be described. Fig. 6 is a side elevation of the saine. Fig. 7 -is 'a sectional view showing a detail of the connections of the compressedair brake-pipe with thespring-motor. l

Referring to Fig. 1, 2, 3, and 4 represent a plurality of blocks of insulated track-section. At the end of each of these blocks two insulated rails 5 and 6 are provided, as shown, the end'insulation 7 ot' each rail being in alinement. Electrical contact is atforded by a 'conductor 31 around the rail 6, as shown. af

electric dynamo suitably geared to the wheels of the train, and e a spring-actuated motor connected to the air-pipe, as hereinafter described. The circuit is completed through tht?l tracks between the wheels and axles e an Referring now to Figs. 4, 5,*and 6, which show detailsof` the spring-motor e, it will be seen thatit consists, essentially, of a gearwheel f, provided with a shaft integral therewith which is suitably journaled in the outside casing g of the motor. /i is a strongspiral spring, one end thereof being secured to the frameand the other to the shaft, thus tending to rotate the wheel f inthe direction indicated by the arrow... The wheel is' connected by an idler'z'or other suitable gearing to a similar Wheel j, to which is secured an annular disk 7c, provided on the periphery thereof with a projecting tooth Z. mis an armatureflever constructed of magnetic material pivoted in the frame at n. A counterweight 0 is placed at one end of the lever, tending normally to\I Ythrow it up. A projecting lugp is provided on the end .of the lever, adapted to engage the projecting tooth Z on the disk r. qjis a lever pi votally secured to the frame at the point r' and adapted to swing in the direction transverse to that of the armature-lever ml and adapted to engage the top Yof this lever. A spring s, secured to the frame, normally tends to force the lever 'q upwardly. t is an ciectromagnet suitably placed below the lever mand designed when energized to draw, and hold the lever m down, sothat-the projection 0 on the end thereof will engage the tooth Z on the disk c. A projecting luga is secured to the casing g and adapted to engage the end of the lever m, thus limiting its upward l movement.` It will thus be seen that the'lever m will normally remain at its extreme upward position with the lugp outlv of engagement with the tooth l on the disk and having the lever q resting on top of it. The spring-motor is so situated relative to the throttle-lever fi) of the locomotive that the said lever in its motion closing the throttle Will engage the lever q, forcing it down, which forces the lever f, down, causing. the

IOC

' ergy on the dynamo (Z, which is suitably 'inder w.

geared to the wheels of the train. It will th'us be seen that when the train stops the electric energy will cease, and so the electromagnet becoming denergized would allow the armature m to move upwardly, thus al' lowing the whe'elf to rotate; but in shutting otl' the steam the throttle-lever has been brought across and has forced the lever j down, which will continuel to hold the armature m in its original position, with the projection p engaging the tooth Z. The wheel f in the spring-motor is suitably connected to a cylindrical plug w, which vtits inside a similar cylinder provided with an opening y at one side thereof, to which a compressed-air pipe z for operating the air-brakes is connected. A plurality of openings 8 are symmetrically placed around the circumference of the plug w, uniting in a centralopen space 9, and a singleopening 10 is provided in the cyl- The gearing et' the spring-motor is so arranged that everyV second turn of the disk 7c will bring one of the openings in the plug w opposite a similar opening in the cylinder m. It will thus. be lseenl that when the openings in the two cylinders are opposite each other the air-brake pipe is open to the air, which will operate the air-brakes The manner of this operation is quite well known to those familiar with this art and need not be here described. Under normal conditions the spring-motor is set with the air-pipe open- .ing closed; but in the motion of the train should an insulated part of the track inte-rvene-between the two wheels and axles t and b the circuit c would be broken, which would denergize the magnet t, which would free the armature m, allowing the disk c to rotate, which would rotate the plug w, opening the air brake-pipes to the air, and so operating the brakes. As the train will pass the iusulated section very quickly, the disk will 'only'have time to rotate once, which will leave the air-pipe still open, which will bring the train immediately to a standstill.

Referring now to Fig. 1, which shoes the form of electric circuit used in my improved block-signaling system, 11 is an electric circuit consisting ot' the central battery 12, one side of which is connecteddirectly to one of the rails 13 and the other through an electromagnet 14 to the other side of the rail 15.

directly to one side of the tracks in the in'-4 sulated section 3, and 'the other side is connected, through the electromagnct 17, to the magnet 19, and keys 2O 21.

other side of the tracks in said section. It

will thus bev seen that this circuit will be completed as soon'as a train comes on to sec-v tion three and the electromagnet will then be energized. 18 is an electric circuit comprising the sanne central battery 12, an electro- This circuit is indicated in dotted lines in the drawings. The keys 2O and 21 are operated by armatures 22 and :23, as hereinafter described. 25 is an armature adapted normally to rest in contact with the button 26, thes'aid arma-ture being situated directly below the magnet 19, whereby when the latter 'is energized the armature will be raised out of contact with the button 26. The button 26 i's connectedv directly to the dead-rail 5, and the other side of the armature is connected by a conductor 27, (indicated in heavy'dotted lines,) through the ar.- mature 22 or 23 and buttons 28 or 29-a'1d conductor 30, to the upper rail of the tracksection 8. By this means when the armature 25 is in contact with the button 26 electrical connection is afforded between the dead-rail and the rest of the section. 1t is to be noted that the dead-rail 5 will be electrically connected to the remainder of the track-sectionV it' either'the armature 22 or 23 is raised into Assumenergizing the electromagnets 14 and 17, the

armatures 22 and 23 will then be raised in contact with the buttons 28 and 29, and so the dead-rail 5 will be put in electrical contact with the rest of the section 3. As, however, the keys 20 and 21 are operated by the armatures 22 and 23, when these are raised both the keys will be closed, so 'completing the circuit 18, which will energize the magnet 19, which will raise the armature 25 out of contact with the button 26, thus again electrically disconnecting the rail from the rest of the section, and this rail will. break the circuit when in a train and stop it, as hereinbei'ore described. lt will be seen that if the rail 5 is electrically disconnected from the' rest of the section a train going either way will be stopped as soon the rails and axles the button it will again be placed in electrical contact with the section. In this manner 1t 1s always insured that the battery 1s 1n running` order. In the drawings shows a station in which there is a trair onone side IOO IOS

of itbut noton the other. In this case 'the circuit 11; has been completed, raising the ari mature 23 into contact with the button 29,

and` so placing the rail 5 in contact with the remainderof the section. In 33 a station is shown having no train on either side of it.-

Referring to Fig. 2, which shows a more protective form .of my device adapted to be used in connection with the central station, where there` is a switch, 34 and 35 indicate two signaling-stations provided with circuits exactly similar, as herein before described with reference to Fig. 1. 46 and 48 are the two outside insulated blocks of track, and 47 is the central-station' block. 49 isa switch situated in the central block 47, the switching mechanisms 50 and 51 of which are.. so arranged that when the switch is thrown in at either end a connection will be formed between the two sides of the rail, this being equivalent as far as` rega-rdsthe operation of ythe signaling system to a train placed in theblock. kInsulated tracks are provided at -each end of the second section,l as hereinbefore described for Fig. 1, and two signaling-stations are provided at each end thereofl the electrical connections in which are exactly similar to that in Fig. 1v

and need not be here again described. An additional circuit 36, however, is added, cornprising a battery 37, one pole of which is led through an electromagnet 38, a contact-but-v ton 40, an armature 41', a contact-button 43, to-

one side of the track. The other sideof the battery is led through an electromagnet 39, a contact-button 28, an armature 22, to the same side of the track. The armatures 22 and 41 are situated directly below the electromagnets 14 and 17, the armatures normally remaining the magnets 38 and 39 `armatures 44 are sit-l uated, coacting with the contact-buttons 45. The contact-buttons are connected to one side of the track and the armature to the other,

whereby when the armature comes in contact with the button electrical connection will be' afforded between the two tracks. Assuming that we have two trains in the outside section, the circuits 11 and 16 of the signaling-stations 34 and 35, respectively, will be completed, which will energize the electromagnets 14 and 17, which will raise the armatures' 22, 23, and 41, which will complete the circuit 36, energizing the electromagnets 38 and 39, which .will raise the' armatures 44 finto contact withk the buttons 45. This, however, forming connection between the rails iof the central section will complete the circuits 16 and 11 of the signal-stations 34 and 35, respectively, energizing the electromagnets 17 and 14, raising the armatures 22 and 23, which, as hercinbefore described with regard to Fig. 1, will coniplete the third circuit 18, operating the electromagnets 19, raising the armatu re 25, and so` leaving a dead-rail at each side of the central section. Thus each train would be stopped at the extremity of the central section. Thus all possibility of the trains even approaching near each other is donc away with, as the central' block of. track always is interposed between them. Assuming for further illustration thatv a train is in the section 46 and no train in any of the other sections, but that the switch 49 is open, this will act exactly as a train in the central section, which will complete the circuit 16. The outside trainin the section 46 will have completed the circuit 11. lVe will thus have the two circuits l1 and 16 complete, and, as hereinafter described, this will operate the third circuit, which will electricallyfdisconnect the rail 5 from the rest of the section, which' will stop the train at that point. lt will thus be seen that the onlycondition in which the i closed, and that the batteries in both the signaling-stations 34 and 35 are in working order.

One of the chief advantages of my system is that it works on an open circuit-that is, the battery is only connected momentarily and if the battery fails to operate the trainl is stopped, so that absolute security is thus aorded It will also be'noticed that in my system the stopping of the train does not depend on the train operator taking notice of any lsignals or the like, as the train is automatically stopped without his aid whether he notes the signals or not. lt will be readily understood that electric semaphores might be placed in each of the signal-stations, if desired.

The apparatus used in the construction of my system is all of the very simplest nature and may readily be applied to any line of railway now in use with very little expense.

lt will be understood that I do not wish to confine myself to the exact details of construction herein sh'ow-n and descri bed, as vit will be evident that many changes maybe made in the form of the electric circuits withroo out materially departing from the spirit of my invention. l

'What I claimas my invention is- 1. In a block-signaling system in combination a plurality of electrically-insulated tracksections, an open electric circuit in'one lsection adapted to. be closed by the wheels and axles of a train in that section, a second electric circuit in the next adjacent section adapted-to be closed -by the lwheels and axles of a 'p Y train in ,that section, a third electrical circuit,

means whereby the closing of the two circuits inthe adjacent sections closes the third circuit, and train-stopping means operated by the closure of the third circuit as and Afor the purpose specilied. A

2. In a block-signaling system in combination a plurality of electrically-insulated tracksections, an open electric circuit in one section adapted to be closed by the wheels and axles of a train in that section. a second electric circuit in the next adjacent section adapted to be closed by the wheels and axles of a train in that section, a'third electrical circuit,n1eans whereby the closing of the two circuits in the adjacent sections closes the said ythird circuit, means whereby the closing of the said third circuit interposes an electrically-insulated rail between the sections, an auxiliary circuit between two insulated parts of the moving train completed through the tracks between them and means whereby the breaking of said circuit operates the air-brakes as and for the purpose speciiied.

3. In a block-signaling system in combination a plurality of electrically-insulated tracksections, an open electric circuit in one section adapted to be closed by the wheeis and axles of a train in that section, a second electric circuit in the next-adjacent section, adapted to be closed by the wheels and axles of a train in that section, a third electrical circuit, means whereby the closing ot Jthe two circuits in the adjacent sections closes the third circuit, means whereby the closing ofthe third circuit interposes an electrically-insulated rail between the sections, an auxiliary circuit between two insulated parts of the moving train completed through the tracks between them, a dynamo, an armature and motor whereby the air-brakes are operated when the said circuit is broken as and for the purpose specified.

4.. In a block-'signaling system in combination a plurality ot' electrically-insulated trackbetween the two sections as and for the pur.

pose specified. 1

5. In a signaling system in combination a plurality of electrically-insulated track-sections, an electric circuit in one section adapted to be closed by the wheels and axles of a train in that section, an electromagnet in said circuit, a second electric circuit in the nextv Vechta ed to be closed by the wheels and axles of a train in that section, an electromagnet in said circuit, a second electric circuit in the next adjacent section adapted to be closed by the wheels and axles of atrain in that section` an electromagnet in said circuit, a third electric circuit, armatures in said circuit adapted to be operated' by the magnets in the first two circuits, contacting buttons coacting with said armatures whereby when said electromagnets are energized the third circuit will be completed, an electromagnet in saidthird circuit, an armature adapted to be lifted by said magnet whereby a rail is electrically disconnected from the remainder ot' the section, an auxiliary circuit between two insulated parts of the moving train completed through the tracks between them and means whereby the breaking of said circuit operates the airbrakes as and for the purpose speciiied.

7. In a block-signaling system in combination a plurality of electrically-insulated tracksections, an open electric circuit in one scction adapted to be closed .by the wheels and axles of ,a train in that section, and means whereby the train will be stopped if said ci rcuit fails to be operated as and for the purpose specified. l

8.v In a device of the class described in combination a plurality of electricallyvinsulated track-sections an electric 'circuit completed through the wheels and axles of a train in one section, an electromagnet in said circuit, an insulated rail at the end of said section, an armature situated below said magnet and adapted to be lifted thereby, whereby said insulated'g'ail will be electrically disconnected from the'lremainderof the track as and for-the purpose dspeciiied.

9. In a block-signaling system in combination a central insulated track-section, two electric circuits, adapted to be closed by the wheels and axles of trains in the adjacent outside sections, a third electric circuit, means whereby the closing of the aforesaid outside circuits completes the third circuit and means whereby the closing of the third circuit places train-stopping means at each end of said central section as and for the purpose specified.

10. In ablock-signaling system in combinationacentral insulated track-section, two electric circuits adapted to be closed by thefwheels and axles of trains, in the adjacent outside sections, a third electrical circuit, means whereby the closing of the aforesaid outside sections closes the third circuit, means whereby the closing ofthe third circuit electrically disconnects the rails at e'acheud ofgsaid central section, an auxiliary electric circuit between two insulated parts of the ,moving train completed through the tracks between them and means whereby the breaking of said circuit operates the air-brakes as and for thetion a central insulated track-section, two electric circuits adapted to be closed by the wheels and axles of trains iti the adjacent outside sections, electromagnets in said circuit, armatures adapted to coact with said electromag nets, a third electric circuit adapted to be completed bythe action of said elec'tromagnets on said armatures when energized, electromagnets in said third circuit placed at each- `end of .said central track-section, armatures coacting with'said electromagnets and adapted when operated to complete fourth electric circuits at each end of thefsaid section,.electromagnets in said fourth circuits and means whereby the operation of said electromagnets closes fifth electric circuits at each end of the track-section, electromagnets provided in said fit'th circuits, armatures c oacting therewith whereby an insulated rail is provided at the end of each section when said armatures are raised as and for the purpose specified.

13.- In a block-signaling system in combination acentral insulated track-section, two electric'circuits adapted to be closed by the'wheels and axles of trains in adjacent outside sec: tions, a third electric circuit, means whereby the closure of aforesaid outside sections closes the 'third electric circuit, fourth electrical circuits situated at each end of said central see' tion and adapted to be closed b v the operation of said third'circuit, and means in said fourth circuits for electrically insulating railsv at each end of said central section as and for the purpose specified.

Signed at Toronto, in the Province of Ontario, this 1st day of May, 1905.

CLAUD DANIEL MCPHEE-- Witnesses:

HENRY WILSON BICKELL, JOHN CARLING KELLL 

